Governor for internal-combustion engines



May22; 1928-. 1,670,357

R. HUFFORD ET AL GOVERNOR FOR INTERNAL COMBUSTION ENGINES Filed Sept. 1,1926 2 Sheets-Sheet l PULL ON PISTON POSITION OF //m =-m/es,

u fin? Herman 6. 27d an I ATTORNEY R. HUFFORD ET AL GOVERNOR FORINTERNAL COMBUSTION ENGINES Filed Sept. 1, 1926 2 Sheets-Sheet 2 -TaMAN/FOLD 0F ENG/NE.

nwrzdflly Qflaller ATTORNEY 0 W m w m m HZr m an Patented May 22, 1928.

YORK, ASSIGNORS TO K. P. PRODUCTS CO. INC., 01!. NEW YORK, N. Y., 'ACORPORA- TION OF NEW YORK.

Application filed September This invention relates to internalcombustion engine governors adapted to maintain a substantially constantengine speed under varying load conditions.

To that end the invention contemplates "a governor that 'will notrestrict the power development of the engine and which will be sensitiveto small variations in speed and load. Heretofore, in other vacuumgovernors, the variations of the vacuum have been balanced by the use'oflinkage mechanism, or cams which are unsatisfactory because of theexcessive friction produced with con-. sequent wear.

Accordingly, the invention has in view a novel construction andarrangement of parts involving a directly connected governing valve andvacuum responsive element and spring resistance which will obviate thedifficulties set forth and in which the differential between thepressure in theintake duct and atmospheric pressure actingmpon thepiston tends to close the valve. In thatconnection the invention alsocontemplates a governing valve adapted to so move across the intake ductthat the impact of the mixture will not tend to influence the movementof said valve. The invention also contemplates a guide stem on thegoverning valve extending across the intake duct and into a guide on theopposite side ofthe ductwhich' prevents the valve from cocking whensubjected to the vacuum on the engine side of the duct and the impact ofthe mixture thereon and thereby greatly reduces the friction attendantupon the movement of the valve toward or from its closed position.

Another object of the invention is to so regulate the vacuum acting uponthe vacuum responsive member so as to compensate for any inaccuracy inthe springs which oppose the movement of the vacuum responsi ve member,the varying vacuum characteristics of different motors and varient airleaks past the vacuum responsive member. A further object of theinvention is to provide a constantly increasing spring resistance totheclosing movement of the governingvalve which is increased by equalincrements to accurately balance the vacuum e fl'ort of the vacuumresponsive element under all load and main throttle settings. Thisspring resistmcemay assume various 1, 1926. Serial No. 133,040.

formsaccording to the design of the governor and its particularapplication to motors of dlfierent types. .In that connection theresistance element includes spring means requires a minimum of serviceand attention, and incorporates 'means for locking the same in thedesired position, thereby.

rendering the device tamper-proof.

' With the above and other objects in view, which will more readilyappear as the nature A 1,670,351. PATENT OFFICE.

RAYM ND norronn, or NEw YORK, AND HERMAN o. ADLER, or BROOKLYN, NEw' ofthe invention is better understodd, the

same consists in the novel construction, combination and arrangement ofparts hereinafter more fully described, illustrated and claimed.

A preferred and practical embodiment of the invention is shown in theaccompanying drawings, in which 7 Figure 1 is a longitudinal sectionalView of one form of the improvedv device.

Figure 2 is a side elevation, partly in section, the line of-sectionbeing indicated at 2-2 in Figure 1.

Figure 3' is a detail cross-sectional view taken on the line 3-3 ofFigure 1.

Figure 4 is a longitudinal sectional View of another form of the device.

Figure 5 is a cross-sectional View taken on the line 55 of Figure 4.

Figure 6 is a graph showing curves giving the vacuum force with thepiston maintained at rest at any point along each of such curves at aconstant engine speed." Each of said curves is plotted at a difierentconstant speed, the upper, curve representing the highest engine speedfor which the governor is adjusted and each successive curve showing alesser constant engine speed, progressively varying f om the vuppercurve and from each other by a small amount, such as 25 RKP. M. all withwide openthrottle. The point P represents the maximum speed for whichthe governor is adjusted. The

being necessary to compensate for inertia and friction of the movingparts and to eliminate surging.

Similar reference characters designate corresponding parts throughoutthe several figures of the drawings.

In the embodiment of the invention shown in the several figures of theaccompanying drawings, it will be observed that the same essentiallyincludes in its organization a body or casing A provided with attachingmeans B. for connecting the same in the intake duct of an internalcombustion engine at a suitable point between the manually controlledthrottle valve and the engine. The said body or casing A includes atransverse passage C adapted to register with the intake passage or ductto the motor or engine, and is also provided with a piston chamberdesignated generally as D, axially arranged at right angles to thepassage G and havin therein an integral vacuum rcsponsive e ementdesignated generally as E and governinv valve F.

Both forms ofthe invention shown in the drawings include the abovefundamental features and reference, will now be made more in detail tothe structural features and characteristics of the special embodimentsshown in the drawings.

Referring first to Figures 1 and 2, it will be observed that thepassageway C is formed with a port which is of lesser diameter than thegoverning valve F and is bored in axial alinement with the pistonchamber D so as to form a guidel for the governing valve F. The chamberD having two dialneters designated at 2 and 3, thereby forming theinterior shoulders 4 and 5. The portion of the chamber D of largestdiameter may be fitted with a bushing 6 for the purpose of reducingfriction between the plston head and the chamber, as will be readilyapparent.

The chamber D is adapted to be closed by a cover disc 7 having openings8 therein for communicating with the atmosphere. As shown, a guard plate9 may be used, the same being held to the cover by the fastenings 10which also hold the cover to the body A. The guard plate 9 merelyprotects the openings 8 and communication between the atmosphere and theports 8 may be maintained through a plurality of peripheral depressions9 formed in the edge of the cover.

The end of the body A opposite the cover 7 is provided with an off-setboss 11 having a bore 12 whose axis is in line with the axis of thechamber D, and which is enlarged as indicated at 13 to receive a bushing14: which guides the stem portion'15 of the vacuum responsive element Eas will presently appear.

The chamber D communicates with the intake line or passage on the engineside of the valve F by means of the holes a (Figure 3) and the by-passformed by the communicating bores 16, 17 and 18 on the throttle side ofthe governing valve. \Vith the arrangement described it will be apparentthat the said chamber l) is adapted to communicate with the passage 0 onboth sides of the governing valve, the holes a being positioneddownstream from the governing valve and the by-pass 16, 17 and 18 beingpositioned up-stream from said valve. In order to control or regulatethe drop in pressure within the chamber, the passage 16 is provided withan adjusting screw 16* which controls the flow of mixture through theby-pass l6, l7 and 18. The intensity of the vacuum pulling on the pistonfrom the engine side of the. governing valve may therefore be regulatedthrough the by-pass by manipulating and setting the screw 16. It will beobserved that merely for the purpose of insuring continuity ofcommunication through the by pass, the portion 18 thereof plugged at 18.This regulation is desirable to compensate for slight variations in thesprings and varient leaks past the piston 20.

Referring now more in detail to the said piston device, it will beobserved that the same includes hollow body 19 having at one end thereofa piston head 20 adapted to slide in the bushing (5. As previouslyexplained the guide stem 15 has a sliding en gagement with the bushing14 and therefore the plunger device is supported and guided by the stem15 and piston part or head 20. The stem 15 is therefore important since.itprevents canting or cocking of the piston in its movement and therebyreduces frictional resistance from that Cause. To avoid air pocketing inthe bore 12, the stem 15 is provided with the longitudinal bore 15 andthe transverse bore 15* opening tip-stream from the governing valve.

The piston-element is normally held in the position shown in Figure 1 bythe spring 21. This spring is confined between the shoulder 1 and theunderside of the piston head 20, and 'the convolutions thereof adjacentthe shoulder 4 are spaced closer together than the convolntions at theopposite end to provide a spring of variable pitch.

The characteristics of the ordinary compression spring are.substantially straight lines and hence are not suitable for the presentdevice. The pitch of the coil of the spring 21 varies in such fashionthat as it is loaded, more and more of its coils become solidlycompressed, thus causing a diminution of the total number of a tivecoils or convolutions in the spring and gradually making it stiffer, sothat a smooth resistance curve of the required characteristics isobtained.

The cover 7 is provided with an internally threaded boss 7 whichreceives the threaded ill) ltll) end of a stud 22 whose opposite end isprovided with a head 23. This head is adapted to be engaged by a spring24 carried by the shank of the stud 22 and the end 25 of said spring isadapted to be engaged by thethe adjustment of the no-load speed. The

characteristics of the spring 24 are such that when combined with thevariable pitch spring 21, they jointly produce a curve as shown by thelineOP in Fig. 6.

p The pull on the piston developed at point 0 of Fig. 6 is not verlarge. Since more positive operation is obtained where larger forces areutilized it is not desirable to change the-value of the latter forces.The vacuum adjustment rovided is accordingly designed so as toaccomplislrthis result, for when the passage C is wide open, thedifference in pressure between the 'points where the by-passvapor-enters and where it leaves the by-pass, is negligible. However, asthe governin valve I moves across the port C, to close t e passage, thisdifference in pressure increasesmore and more rapidly, and

hence the flow of vapor is similarly affected. From the foregoingdescription it will be apparent that when the governing valve F is infull open'position, that is, under the full influence of the spri 21,the open area of the passage Cis su cient to admit a quantity of fuelwhich will enable the engine to deliver full power. On the other'hand,when the Valve F has moved all the way-in, until the piston 20 rests onthe shoulder 5, the area of the passage C will only be sufiicient topermit the engine to idle at a speed somewhat lower than the governedspeed due to the closing of the valve F.

If the speed of the engine is maintained constant by the application ofproper loads while the piston ispermitted to assume various positionsthroughout its movement, and the force upon this piston is measured, itwill be found that the force is not proportional to the movement of theiston, but that as the piston moves to close t 1e passage, the forceacting upon it .first increases slowly and then very rapidly. If aseries of such constant speed tests be performed by varying the constantspeed by a small amount, such as 25 revolutions per minute, and theresults represented graphically, a n'umber of curves is obtainedsubstantially as shown in 'Figure'6. It is obvious, from these curves,

that if the change in'speed between full load" and no load is to be.small, the characteristics of the controlling spring must be such as todevelop a resistance equal to the pull equal to the on the piston atpoint 0' of curve #1, where the passage C is wide open, and a resistancepull on the piston at point P of curve #4, w en the passage C is closedand the engine is carrying no load at the required speed. Moreover, ifthe operation is to be stable throughout the spring resistance curvemust be such that at all points up to the 'engine speed for which thegovernor is adjusted, t e spring resistance will be slightly in excessof the pull on the piston, or in other words said valve will be biasedtoward the. open position at all engine speeds below the maximum forwhich the governor is adjusted.

Referring to the embodiment of the invention shown in Figures 4 and 5 itwill be apparent that all of the essential features and characteristicsof the device shown in Figures 1 to 3 are adhered to,-'the main difference being in the utilization of a different arrangement of springsto resist the effect of vacuum effort on the piston 20.

As will be observed from Figure 4, the spring 21' surrounding the body19 of the piston-plunger E, has coils that are uniformly spaced. It willalso be seen that the stud 22 carried by the cover 7 has thereon twosprings, viz 24* and 24*; 24 being a relatively weak spring and thespring 24* being a stronger spring and ada ted to collapse in the ordernamed when he spring 24 is engaged by the washer 26 carried by thepiston head 20. Thus, in this arrangement, three springs are utilizedinstead of the two springs as shown in Fig. 1. The result however, isthe same.

In this embodiment of the invention the cover 7' is provided withatmosphere ports 8 so that atmospheric pressure may act on the pistonhead 20, and also chamber D communicates with the intake side of thepassage C'throughthe by-pass 16', 17 and 18, the passage 16' of the b-pass being controlled by the screw 16*. n the other hand thedown-stream side of the passage C communicates with the chamber Dthrough the passage a.

As the operation of this type of device is the same as the operation ofthe device shown in Figs. 1 and .2; the only difference being that thedesign of Figs. 4 and 5 is adapted for a different type'i'notor; afurther detail description of this device will not be given.

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combustion engines comprising a vacuum responsive member and a governingvalve member directly connected for movement in unison, and springresistance means asso ciated with one of said members to provide forunequal increments in spring pressure, an initially large reduction ofthe area ot' the passage-way and then a progressively diminishingreduction of the area of the passage-way.

2. An automatic governor for internal combustion engines comprising avacuum responsive member and a governing valve directly connected formovement in unison, and spring resistance means associated with thevacuum responsive member to provide for unequal increments in springpressure, and initially large reduction of the area of the fuelpassage-way and then a progressivel v diminishing reduction of the areaof said passage-way.

3. An automatic governor for internal combustion engines comprising avacuum responsive member and a governing valve member directly connectedfor movement in unison, and spring resistance means associated with oneof said members and adapted to permit of an initially large reduction ofthe area of the passage-Wu and then a diminishing reduction of the areaof the passage-way, said spring resistance means including a pluralityof springs. of ditlerential resistance, and certain of said springsbeing mounted on an adjustable support.

4. An automatic governor for internal combustion engines comprising acasing adapted to be interposed in the mixture intalce duct to theengine and having a chamber and a fuel passage, a combined vacuumresponsive member and governing valve slidablv mounted in the casing andhaving a piston part disposed in said chamber and a valve part adaptedto be projected across said passage-way, and spring resistanace meansassociated with the vacuum responsive member and adapted to permit of aninitially large reduction of the area ofthe passageway and then aprogressively diminishing reduction of the area of said passage-way.

5. An automatic governor for internal combustion engines comprising acasing having a chamber and a passage-way adaptcd to register with theintake line, and a combined vacuum responsive member and governing valvearranged in the casing and including a piston part operating in thechamber and a valve part operating across the passage-way, springresistance means associated with the vacuum responsive membet andadapted to permit said vacuum responsive element and governing valve tomove to cll'cct an initially large reduction oi the area of thepassage-way and then a progr-essivel diminishing reduction of the areaof the passage-way, and ports in said casing for establishingcommunication between said chamber and opposite sides of the valve.

(3. An automatic governor for internal combustion engines comprising acasing having a chamber and a passage-way adapt,- ed to register withthe intake line, and a combined vacuum responsive member and governingvalve arranged in the casing and including a piston part operating inthe chamber and a valve part operating across the passage-way, springresistance means associated with the vacuum responsive member andadapted to permit said vacuum responsive element and governing valve tomove to effect an initially large reduction of the area of thepassage-way and then a progressively dimininshing reduction of the areaof the passage-way, ports in said casing for establishing communicationbetween said chamber and opposite sides of the valve, aml meansassociated with one of said ports for throttling the. same.

7. An automatic governor for internal combustion engines comprising acasing having a chamber and a fuel passage-way adapted to register withthe intake pipe line of the engine, a combined vacuum responsive clementand governing valve arranged in said chamber and including a piston partand a valve part adapted to be projected across said passage-way, springresistance means arranged in said chamber and coopcrating with thevacuum responsive element,

means for permitting atmospheric pressure to exert its force on one sideof the piston part of the vacuum responsive element, means forpermitting the vacuum to exert its influence at the other side of thepiston, and means for regulating the intensity of the vacuum operatingon said piston.

8. An automatic governor for internal combustion engines comprising acasing having a vacuum chamber, a fuel passageway adapted to registerwith the intake pipe line of the engine. a combined vacuum responsiveelement and governing valve arranged within the casing and including apiston part operating within the chamber and a valve part adapted to beprojected across the passage-way. spring resistance means operating inconjunction with the piston part of the vacuum responsive element, aported cover secured to the casing and adapted to permit atmosphericpressure to reach one cud of the piston, ports in the casing forextablishing communication between the eugine side of the passage-wayand the vacuum chamber, a by-pass establishing comnumication between themanually controlled throttle side of the passage-way and said vacuumchamber. and means for regulating the flow of vapor through the bv-pass.

9. An automatic governor for internal till combustion engines comprisinga casing having a vacuum chamber and a fuel passagewa a combined vacuumresponsive element an governing valve arranged in the chamber andincluding a piston part operating in the vacuum chamber and a valve partadapted to operate across the passage-way, spring resistance meansassociated with the piston part of the vacuum responsive element, andmeans for guiding the valve part in its movement independently of itscontact in the passage-way, whereby the combined vacuum responsiveelement and governing valve is supported in its movement by said meansand the piston part.

10. An automatic governor :for internal combustion engines comprising acasing having a vacuum chamber and a fuel passage, a vacuum responsivemember and a governing member arranged in said casing and including ahollow body having a piston head at one end adapted to operate in thechamber and having a valve part at its opposite end adapted to operateacross the passage-way, a cover for the chamber having ports forpermitting atmospheric pressure to reach one end of the piston, portsbetween opposite sides of the valve part and the chamber, and Springresistance means adapted to permit a movement of the vacuum responsiveelement and valve device whereby an initially large reduction iseffected in the area of the passageway and then a progressivelydiminishing reduction of the area of said passage-way, said springresistance means including a plurality of springs of differentialresistance respectively mounted within and outside of said hollow body,a support carried by the cover f or carrying a part of the spring meanswithin the hollow body, and means carried by the piston part of thevacuum responsive element for engaging with a spring on the support.

11. An automatic governor for internal combustion engines comprising avacuum responsive member and a overning valve member directly connectedor movement in unison and spring resistance means associated with one ofsaid members for unequal increments in sprin pressure, an initiallylarge reduction of te area of the assageway and. then a progressivelydiminis ing reduction of the area of the passageway, said valve beingbiased toward the open position at all engine speeds below the maximumfor which the governor is adjusted.

RAYMOND HUFFORD. HERMAN G. ADLER.

